General Category > Unofficial F/A-18 Acceleration Pack board
vLSO Beta release
SpazSinbad:
::) Yeah - I'm not used to a lot of new USN DL terms - tushie is one (for the back/rear end?). ;D A Good CrotchShot is here:
http://www.fsdreamteam.com/forum/index.php?action=dlattach;topic=6570.0;attach=13447;image
The FabFantom is a classic deck lander by all accounts - here is a 5Mb PDF about the USN carrier trials Early 1960:
http://aviationarchives.net/F-4H%20Carrier%20Suitability.pdf (5.3Mb)
Paddles:
--- Quote from: SpazSinbad on July 10, 2015, 10:18:15 pm ---If the aircraft is not within acceptable parameters to arrest then it will be waved off by the LSO. To continue to arrest may cause damage to the aircraft and/or arrestor gear - if it is OFF the centreline by a margin and if it is pointing too far left or right NOT down the centreline. A combination of these two errors can be really catastrophic.
--- End quote ---
Spaz,
I'm curious how much of the centerline deviation is considered as 'landed left/right' in real life? My program currently uses 10 feet left/right limits, if the plane is out of these limits then the pilot's grade is lowered to a 'Fair' (if it was an otherwise perfect pass) with 'landed left/right' remarks in the logbook. That 10 feet limit was my personal decision because I had no info on this. :)
PhantomTweak:
Mr. Paddles, sir:
Your program is great! Works almost TOO well for me! :D
I think Mr. SpazSinbad not only meant distance from centerline, but direction off centerline also. I have no clue how much of either is too much, but from many messed up landings, I can say it takes very little deviation of either one to have the wires pull the bird WAY off to one side. I am nowhere near good enough to determine how much is too much by trying different angle/distance combinations. I will gladly leave that the ones that ARE that good.
Back to practice. Someday I will be good enough to start utilizing vLSO myself :D
Pat☺
SpazSinbad:
;D 'Tweaker of many Phantoms' or' TushyPats'? :o I would say start as soon as using the FCLP missions provided by vLSO PADDLES of much reknown. Fly during the day and work up to at least flying at twilight (or dawn if you prefer - dare I say 'the crack of dawn'?) ;D but anyways FCLP works for new carrier pilots and it will work for you. Expecting to go out there and do the deed on a CVN without any other practice or knowledge is silly - IMHO. However one does survive the fatal crashes - unlike real life.
Perhaps if someone here who knows a real life LSO then some idea of what the limits are regarding off centreline landings and heading deviations that would be great. I'll attempt to find out but not certain of a result. At moment I have no idea about Hornet limits for example.
LONG AGO NOW when I was testing FCLP for said PADDLES (remember this is a test so I was ignoring incorrect calls somewhat and flying poorly because I was actually flying FCLP at night as seen in the video) - try it - it ain't easy for someone who does not look at the HUD otherwise - being olde schoole and all that. ::)
Firstly is the 'twilight' to show what things look like - then the night - SHUDDER. See how one needs to concentrate? That is how real life NITE FCLP sharpens carrier pilots.
AND... use FULL SCREEN at BEST QUALITY to view the video please.
SpazSinbad:
An explanation via e-mail from a former USN LSO well experienced in all things NavAv. His text reminded me now that I have a video of a VX-23 test pilot at the 2014 HOOK meeting explaining what they do for testing aircraft at NAS Patuxent River. I THINK (I'll have to find the video and post the link) he says in the clip of the Goshawk T-45C arresting off center that if they go wider than 20 feet it takes a day to reset the single arrestor gear (or repair it) at the station - in all things as the test pilots take aircraft and other gear to their limits they have to be very careful - but it is fun he said. Meanwhile here is the former LSO explanation:
"The USN arresting gear engines used fleet wide have been the Mark 7 Mod 3 system. The
Mod 4 is installed on CVN-76 and later. They are essentially the same capability wise.
The two questions do not have single number answers. This is due to the dynamic
variables of an arrested landing.
The cross deck pendant has a tensile load limit of about 96,000 lbs. The arresting
gear engines have a 10,000 psi limit.
The arresting gear system is designed to handle any combination of off center hook
engagement and line up deviation up to those two limits. The engines have built in
protection to prevent head to head collisions inside the engine itself due to deviant
arrested landings.
Whether either of the two limits is approached is mostly dependent upon two things,
touch down speed and relative head wind at touch down. Higher than optimum touch down
speed is bad while higher relative head wind is good. We assume that the arresting
gear is set to the correct weight for the airplane that is landing, (F/A-18A/B/C/D is
36,000 lbs). If that is set wrong, as in too low, then the Constant Runout Valve
cannot function as designed and damage to the arresting gear engine may result, the
cross deck pendant may fail, or both. If it is set too high then structural damage to
the airplane may result.
If you want a single number for off center, use 20’. That what is used as a maximum in
testing by the USN. And 20’ is for a lined up airplane that is not drifting at
touchdown. The more drift present at touchdown the less distance off center can be
tolerated.
It would be a very rare event that a far off center touch down, or a significant
drifting airplane landing would occur. The LSOs simply don’t let approaches outside
proper parameters past the wave off window for obvious reasons.
The ladder lines on a CV flight deck landing area are 80’ apart, which means if you
touch down 20’ off center you are really doing a shit job of piloting. We Naval
Aviators are way TOO good to attempt that even without the LSOs keeping that from
happening if we tried it."
Here is the video which explains 'off center engagements' (17 to no more than 20 feet) at the time on the first URL:
Carrier Suitability F-35C SR&R Hook14
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